U.S. patent application number 13/612689 was filed with the patent office on 2014-03-13 for methods and systems for indicating whether an aircraft is within distance and altitude criteria for an ifr procedure turn.
This patent application is currently assigned to HONEYWELL INTERNATIONAL INC.. The applicant listed for this patent is Roger W. Burgin, Dave Pepitone, Blake Wilson. Invention is credited to Roger W. Burgin, Dave Pepitone, Blake Wilson.
Application Number | 20140074324 13/612689 |
Document ID | / |
Family ID | 49301259 |
Filed Date | 2014-03-13 |
United States Patent
Application |
20140074324 |
Kind Code |
A1 |
Burgin; Roger W. ; et
al. |
March 13, 2014 |
METHODS AND SYSTEMS FOR INDICATING WHETHER AN AIRCRAFT IS WITHIN
DISTANCE AND ALTITUDE CRITERIA FOR AN IFR PROCEDURE TURN
Abstract
Methods and systems are provided for displaying visually
distinguishing characteristics if an aircraft is below a minimum
altitude or beyond a maximum distance when executing a procedure
turn. A procedure turn icon, an aircraft icon indicating the
aircraft's present location, terrain/obstacles, and the visually
distinguishing characteristics are displayed on a moving map.
Inventors: |
Burgin; Roger W.;
(Scottsdale, AZ) ; Pepitone; Dave; (Sun City West,
AZ) ; Wilson; Blake; (Peoria, AZ) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Burgin; Roger W.
Pepitone; Dave
Wilson; Blake |
Scottsdale
Sun City West
Peoria |
AZ
AZ
AZ |
US
US
US |
|
|
Assignee: |
HONEYWELL INTERNATIONAL
INC.
Morristown
NJ
|
Family ID: |
49301259 |
Appl. No.: |
13/612689 |
Filed: |
September 12, 2012 |
Current U.S.
Class: |
701/9 ;
340/970 |
Current CPC
Class: |
G01C 23/00 20130101;
G08G 5/0021 20130101; G08G 5/02 20130101; B64D 45/00 20130101 |
Class at
Publication: |
701/9 ;
340/970 |
International
Class: |
B64D 45/00 20060101
B64D045/00; G01C 23/00 20060101 G01C023/00 |
Claims
1. A method for indicating on a display device associated with an
aircraft whether the aircraft is satisfying defined criteria for a
maneuver, the method comprising: displaying a graphical
representation on the display device of a procedure turn symbol
associated with a procedure turn from a navigation point, the
procedure turn corresponding having a maximum distance criterion
from the navigation point, and a minimum altitude criterion; and
providing an alert by displaying a first visually distinguishing
characteristic if a current altitude of the aircraft is below the
minimum altitude criterion, and a second visually distinguishing
characteristic if a current distance from the navigation point is
beyond the maximum distance criterion.
2. The method of claim 1 further comprising displaying a third
visually distinguishing characteristic if the aircraft will be
going below the minimum altitude criterion, and a fourth visually
distinguishing characteristic if the aircraft will be going beyond
the maximum distance criterion.
3. The method of claim 1 wherein the providing step comprises
modifying the format of a geographic area associated with the
procedure turn.
4. The method of claim 1 wherein the providing step comprises
modifying the format of a perimeter of a geographic area associated
with the procedure turn.
5. The method of claim 1, further comprising displaying a moving
terrain map associated with an instantaneous location of the
aircraft on the display device, wherein the procedure turn symbol
is displayed overlying the moving terrain map.
6. The method of claim 1, wherein the navigational point is
proximate a landing location and associated with an approach path
for the landing location, wherein the method further comprises
displaying a graphical representation of the approach path on the
display device.
7. The method of claim 1, further comprising providing an audible
warning if the current altitude of the aircraft is less than the
minimum altitude criterion, or the current distance of the aircraft
is beyond the maximum distance.
8. The method of claim 1, wherein the procedure turn defines a
geographical area having lateral boundary criterion in addition to
the maximum distance criterion, further comprising: displaying the
geographical area; and provide an alert displaying a third visual
distinguishing characteristic if the lateral boundary criterion is
exceeded by the aircraft.
9. A method for indicating on a display device associated with an
aircraft whether the aircraft is satisfying defined criteria for a
maneuver, the method comprising: identifying a procedure turn;
displaying symbols on the display device for the current location
of the aircraft and the procedure turn; providing a first alert if
the current altitude of the aircraft will be going below the
minimum altitude based on current flight parameters, or is below
the minimum altitude; providing a second alert if the current
distance from the navigation point will be going beyond the maximum
distance based on current flight parameters, or is beyond the
maximum distance; and repeating from the displaying symbols
step.
10. The method of claim 9 wherein the providing a first alert
comprises modifying the format of a geographic area associated with
the procedure turn.
11. The method of claim 9 wherein the providing a second alert
comprises modifying the format of a perimeter of the geographic
area.
12. The method of claim 9, further comprising displaying a moving
terrain map associated with an instantaneous location of the
aircraft on the display device, wherein the symbols displayed
overlie the terrain map.
13. The method of claim 9, wherein the navigational reference point
is proximate a landing location and associated with an approach
path for the landing location, wherein the method further comprises
displaying a graphical representation of the approach path on the
display device.
14. The method of claim 9, further comprising providing an audible
warning if the current altitude of the aircraft is less than the
minimum altitude criterion, or the current distance of the aircraft
is beyond the maximum distance.
15. The method of claim 9, wherein the first and second alerts are
selected from the group consisting of color, hue, tint, brightness,
texture, pattern, contrast, transparency, opacity, and
animation.
16. A system for notifying the aircrew of an aircraft when
exceeding a minimum altitude and a maximum distance during
execution of a procedure turn, comprising: a flight management
system configured to: store data including the minimum altitude and
the maximum distance for the procedure turn; determine the current
location and altitude of the aircraft; and determine if the
aircraft is below the minimum altitude value or beyond the maximum
distance; a display device configured to: display a moving map
including terrain; display an icon of the aircraft in its current
location on the moving map; display an icon of the procedure turn
on the moving map; display a first visually distinguishing
characteristic if the aircraft goes below the minimum altitude
value; and display a second visually distinguishing characteristic
if the aircraft goes beyond the maximum altitude value.
17. The system of claim 16 wherein: the flight management system is
further configured to: determine if the aircraft will be going
below the minimum altitude or the maximum distance in consideration
of current flight data; and the display device if further
configured to: display a third visually distinguishing
characteristic if the aircraft will be going below the minimum
altitude, and a fourth visually distinguishing characteristic if
the aircraft will be going beyond the maximum distance.
18. The system of claim 16 wherein the display device is further
configured to: modify the format of a geographic area associated
with the procedure turn as the first visually distinguishing
characteristic.
19. The system of claim 16 wherein the display device is further
configured to: modify the format of a perimeter of a geographic
area associated with the procedure turn as the second visually
distinguishing characteristic.
20. The system of claim 16, wherein the display device is further
configured to: provide an audible alert if the current altitude of
the aircraft is less than the minimum altitude, or the current
distance of the aircraft is beyond the maximum distance.
Description
TECHNICAL FIELD
[0001] The exemplary embodiments described herein relates generally
to avionics systems and more particularly to flight management
systems and related cockpit displays adapted for indicating whether
an aircraft is satisfying distance and altitude criteria for an
instrument flight rules (IFR) procedure turn that is associated
with an Instrument Approach Procedure. The purpose of procedure
turns on IFR instrument approach procedures is to allow the
aircraft to turn while aligning its flight track with the inbound
course to the landing runway.
BACKGROUND
[0002] The minimum (or lowest) safe altitude is used in aviation to
designate an altitude level deemed safe over a particular flight
path such as procedure turns which are part of instrument
approaches into airports. Generally, the minimum safe altitude is
an altitude level that incorporates a safety buffer above the
obstacles and/or terrain within a particular geographic region
proximate to a route that an aircraft may travel while executing an
instrument approach. The minimum safe altitude is intended to
ensure clearance over obstacles and terrain during flight.
[0003] Often, the minimum safe altitude is determined based on
criteria provided by a governmental or regulatory organization. For
example, in the United States, the Federal Aviation Administration
defines criteria for the minimum safe altitude in the Federal
Aviation Regulations. The regulations may provide a specific safety
buffer for determining the minimum safe altitude for a procedure
turn, for example, an altitude of 1,000 feet above the highest
obstacle within a horizontal distance of four nautical miles. By
flying an aircraft at or above the minimum safe altitude, the pilot
complies with the terrain and obstacle clearance requirements for
the particular procedure turn.
[0004] A great many instrument approach procedures require a
procedure turn (course reversal) to place the aircraft in a
straight in position and direction for the published final approach
course. While executing the course reversal or procedure turn, the
aircraft is required to remain within a stated distance, typically
10 nm, of some navigational fix on the approach procedure while
maintaining a minimum altitude for the reversal turn.
[0005] For accomplishing a procedure turn in accordance with
instrument flight rules (IFR), the minimum safe altitudes and
maximum safe distance are often published on aeronautical charts
for the procedure turn for an associated navigation reference
point. These aeronautical charts are published as printed
procedures or charts, also known as approach plates.
[0006] The protected area boundaries are established for a number
of reasons such as obstacle clearance, noise abatement or both.
This requirement keeps the aircraft in a geographical area that has
been inspected and is known to contain no obstacles or terrain that
would be a threat to the aircraft, provided that the aircraft is
higher than the published minimum altitude and stays within the
published mileage of the stated navigational fix published as part
of the procedure.
[0007] It is up to the pilot to use current navigation aids (GPS,
DME) to establish whether the aircraft is within the protected
area. This usually requires that the pilot monitor the aircraft
navigation position and distance from the fix establishing the
mileage limit for the procedure turn. Depending on the navigation
source (DME or GPS) and the fix from which the mileage limit was
established, the task of flying the procedure turn can become a
fairly complex and high workload task. The pilot, for instance, may
have to monitor a different page on the GPS unit or a second
VOR/DME may have to be tuned to establish the proper distance from
the navigation fix and to ascertain whether the aircraft is within
the protected airspace. This additional workload is taxing to the
pilot while attending to many tasks on the approach.
[0008] Generally, a pilot must maintain copies of these printed
charts and utilize the proper chart during flight. After
identifying the proper chart, the pilot must locate the appropriate
procedure turn that corresponds to the intended flight path of the
aircraft, the corresponding minimum safe altitude and maximum
distance for the procedure turn, and then compare it to the current
altitude and distance of the aircraft to determine if the minimum
safe altitude and maximum safe distance criteria for the procedure
turn is met. The published charts are oriented north-up and often
require a pilot to manually rotate and position the chart to orient
it based on the current heading of the aircraft. Additionally,
these charts often include a variety of other information relating
to the given navigational facility, further obfuscating the desired
minimum safe altitude and maximum safe distance information. Thus,
using and maintaining the printed charts is both cumbersome and
confusing.
[0009] Accordingly, it is desirable to provide a graphical display
of procedure turn airspace, including minimum safe altitude,
maximum safe distance from the navigation fix, the current location
of the aircraft within the airspace, and an alert when approaching
or surpassing the minimum safe altitude and maximum safe distance.
Furthermore, other desirable features and characteristics of the
exemplary embodiments will become apparent from the subsequent
detailed description and the appended claims, taken in conjunction
with the accompanying drawings and the foregoing technical field
and background.
BRIEF SUMMARY
[0010] A method and system are provided for displaying whether an
aircraft is below a designated altitude level and within a
designated distance when executing a procedure turn.
[0011] A first exemplary embodiment describes a method for
indicating on a display device associated with an aircraft whether
the aircraft is satisfying defined criteria for a maneuver, the
method comprising displaying a graphical representation on the
display device of a procedure turn symbol associated with a
procedure turn from a navigation point, the procedure turn
corresponding having a maximum distance criterion from the
navigation point, and a minimum altitude criterion; and providing
an alert by displaying a first visually distinguishing
characteristic if a current altitude of the aircraft is below the
minimum altitude criterion, and a second visually distinguishing
characteristic if a current distance from the navigation point is
beyond the maximum distance criterion.
[0012] A third exemplary embodiment describes a method for
indicating on a display device associated with an aircraft whether
the aircraft is satisfying defined criteria for a maneuver, the
method comprising identifying a procedure turn; displaying symbols
on the display device for the current location of the aircraft and
the procedure turn; providing a first alert if the current altitude
of the aircraft will be going below the minimum altitude based on
current flight parameters, or is below the minimum altitude;
providing a second alert if the current distance from the
navigation point will be going beyond the maximum distance based on
current flight parameters, or is beyond the maximum distance; and
repeating from the displaying symbols step.
[0013] A fourth exemplary embodiment describes a system for
notifying the aircrew of an aircraft when exceeding a minimum
altitude and a maximum distance during execution of a procedure
turn, comprising a flight management system configured to store
data including the minimum altitude and the maximum distance for
the procedure turn; determine the current location and altitude of
the aircraft; and determine if the aircraft is below the minimum
altitude value or beyond the maximum distance; a display device
configured to display a moving map including terrain; display an
icon of the aircraft in its current location on the moving map;
display an icon of the procedure turn on the moving map; display a
first visually distinguishing characteristic if the aircraft goes
below the minimum altitude value; and display a second visually
distinguishing characteristic if the aircraft goes beyond the
maximum altitude value.
BRIEF DESCRIPTION OF THE DRAWINGS
[0014] The present invention will hereinafter be described in
conjunction with the following drawing figures, wherein like
numerals denote like elements, and
[0015] FIG. 1 is a block diagram of a display system suitable for
use in an aircraft in accordance with one embodiment;
[0016] FIG. 2 is a schematic view of an exemplary navigational map
suitable for use with the display system of FIG. 1;
[0017] FIG. 3 a flow diagram of an exemplary procedure turn display
process suitable for use with the display system of FIG. 1 in
accordance with a first exemplary embodiment;
[0018] FIG. 4 is a schematic view of a navigational map in
accordance with the first exemplary embodiment illustrating a first
alert;
[0019] FIG. 5 is a schematic view of a navigational map in
accordance with the first exemplary embodiment illustrating a
second alert; and
[0020] FIG. 6 a flow diagram of an exemplary procedure turn display
process suitable for use with the display system of FIG. 1 in
accordance with a second exemplary embodiment.
DETAILED DESCRIPTION
[0021] The following detailed description is merely illustrative in
nature and is not intended to limit the embodiments of the subject
matter or the application and uses of such embodiments. Any
implementation described herein as exemplary is not necessarily to
be construed as preferred or advantageous over other
implementations. Furthermore, there is no intention to be bound by
any expressed or implied theory presented in the preceding
technical field, background, brief summary, or the following
detailed description.
[0022] Techniques and technologies may be described herein in terms
of functional and/or logical block components, and with reference
to symbolic representations of operations, processing tasks, and
functions that may be performed by various computing components or
devices. Such operations, tasks, and functions are sometimes
referred to as being computer-executed, computerized,
software-implemented, or computer-implemented. In practice, one or
more processor devices can carry out the described operations,
tasks, and functions by manipulating electrical signals
representing data bits at memory locations in the system memory, as
well as other processing of signals. The memory locations where
data bits are maintained are physical locations that have
particular electrical, magnetic, optical, or organic properties
corresponding to the data bits. It should be appreciated that the
various block components shown in the figures may be realized by
any number of hardware, software, and/or firmware components
configured to perform the specified functions. For example, an
embodiment of a system or a component may employ various integrated
circuit components, e.g., memory elements, digital signal
processing elements, logic elements, look-up tables, or the like,
which may carry out a variety of functions under the control of one
or more microprocessors or other control devices.
[0023] For the sake of brevity, conventional techniques related to
graphics and image processing, navigation, flight planning,
aircraft controls, aircraft data communication systems, and other
functional aspects of certain systems and subsystems (and the
individual operating components thereof) may not be described in
detail herein. Furthermore, the connecting lines shown in the
various figures contained herein are intended to represent
exemplary functional relationships and/or physical couplings
between the various elements. It should be noted that many
alternative or additional functional relationships or physical
connections may be present in an embodiment of the subject
matter.
[0024] The following description refers to elements or nodes or
features being "coupled" together. As used herein, unless expressly
stated otherwise, "coupled" means that one element/node/feature is
directly or indirectly joined to (or directly or indirectly
communicates with) another element/node/feature, and not
necessarily mechanically. Thus, although the drawings may depict
one exemplary arrangement of elements, additional intervening
elements, devices, features, or components may be present in an
embodiment of the depicted subject matter. In addition, certain
terminology may also be used in the following description for the
purpose of reference only, and thus are not intended to be
limiting.
[0025] Technologies and concepts discussed herein relate to flight
management systems adapted for indicating, on a display device
associated with an aircraft, whether the aircraft is within the
designated criteria for a procedure turn. If the aircraft is below
a designated minimum safe altitude, or exceeding a designated
distance from the navigation point, the procedure turn is displayed
using a first visually distinguishable characteristic which
indicates noncompliance with the criteria. Otherwise, if the
aircraft is above the designated minimum safe altitude and within
the designated distance, the sector is displayed using a second
visually distinguishable characteristic which indicates compliance
with the criteria.
[0026] The current invention describes a way to graphically depict
the protected area of a procedure turn on the chart or moving map
display. Aircraft position as represented by the aircraft symbol
will be superimposed on the moving map display to make it clear to
the pilot where the aircraft is positioned and moving relative to
the boundaries of the altitude and distance limits for the
procedure reversal turn. The pilot does not have to monitor
mileage, tune or monitor additional GPS or DME readouts, but merely
has to look at the display to ascertain location relative to the
protected airspace boundaries. The depiction of the protected
airspace will also be accompanied by visual alerts when the
aircraft is about to penetrate the lateral or vertical limits of
the protected airspace. Algorithms are processed to provide
advisory alert messages to the pilot when the algorithm predicts
that the aircraft may violate, or has violated, vertical or lateral
boundaries of the protected airspace.
[0027] Audio and visual advisories can be issued to the pilot if
the aircraft is about to penetrate the floor (minimum altitude in
MSL during the procedure turn or course reversal) of the protected
space. If the system detects that the pilot will penetrate the
floor of the protected space, a visual amber alert, for example,
will be issued. Using the aircraft's vertical rate of descent the
display can predict when the aircraft is about to penetrate the
floor of the protected airspace. An algorithm determines when to
issue an alert based on, for example, rate of descent (vertical
speed in fps), time to initiate recovery to level flight with, for
example, a maximum 2.5 g pull-up, and crew reaction time. The
protected airspace can be colored amber once the alert is
triggered.
[0028] Likewise a similar alert can be issued if the system detects
that the aircraft will penetrate the lateral radius boundaries
(aircraft is about to exceed the maximum distance limit). The
algorithm may consider the speed of the aircraft, crew reaction
time, and bank angle and bank angle rate in calculating the radius
of a turn for any given time. If the system detects the aircraft is
approaching the maximum distance limit within a distance where a
recovery standard rate turn is not possible to maintain the
aircraft within the maximum distance, an alert can be issued.
[0029] The protected area of the procedure turn is rendered as a
geometric graphic enclosing the navigation fix defining the area
and radials from that point along and perpendicular to the inbound
course on the protected side, and an arc between their end points
at the distance specified in the procedure. The aircraft symbol
will also be shown at the actual position relative to the
navigation fix.
[0030] FIG. 1 depicts an exemplary embodiment of a display system
100, which may be located onboard an aircraft 108. This embodiment
of display system 100 may include, without limitation, a display
device 102, a navigation system 104, and a flight management system
106 (FMS). The display system 100 may further include a user
interface 110 for enabling interactivity with the display system
100. The display system 100 may also include a database 112
suitably configured to support operation of the display system 100
as described in greater detail below.
[0031] It should be understood that FIG. 1 is a simplified
representation of a display system 100 for purposes of explanation
and ease of description, and FIG. 1 is not intended to limit the
application or scope of the subject matter in any way. In practice,
the display system 100 and/or aircraft 108 will include numerous
other devices and components for providing additional functions and
features, as will be appreciated in the art.
[0032] In an exemplary embodiment, the display device 102 is
coupled to the flight management system 106. The flight management
system 106 is coupled to the navigation system 104 for obtaining
real-time data and/or information regarding operation of the
aircraft 108. The flight management system 106 is configured to
display, render, or otherwise convey one or more graphical
representations or images associated with operation of the aircraft
108 on the display device 102, as described in greater detail
below. In accordance with one or more embodiments, the flight
management system 106 is configured to determine and indicate on
the display device 102 whether the aircraft 108 is above or below a
predetermined minimum safe altitude level and within or beyond a
predetermined distance for a procedure turn proximate to an
identified navigational reference point. In this regard, the user
interface 110 may be coupled to the flight management system 106 to
allow a pilot and/or crew member to indicate and/or identify a
desired navigational reference point, as described in greater
detail below.
[0033] In an exemplary embodiment, the display device 102 is
realized as an electronic display configured to graphically display
flight information or other data associated with operation of the
aircraft 108 under control of the flight management system 106, as
will be understood. In an exemplary embodiment, the display device
102 is located within a cockpit of the aircraft 108. It will be
appreciated that although FIG. 1 shows a single display device 102,
in practice, additional display devices may be present onboard the
aircraft 108. The user interface 110 may also be located within the
cockpit of the aircraft 108 and adapted to allow a user (e.g.,
pilot, co-pilot, or crew member) to interact with the flight
management system 106, as described in greater detail below. In
various embodiments, the user interface 110 may be realized as a
keypad, touchpad, keyboard, mouse, touchscreen, joystick, or
another suitable device adapted to receive input from a user. In an
exemplary embodiment, the user interface 110 and flight management
system 106 are cooperatively configured to enable a user to
indicate and/or select a desired navigational reference point, as
described below.
[0034] The display 102 is configured to provide the enhanced images
to the operator. In accordance with an exemplary embodiment, the
display 102 may be implemented using any one of numerous known
displays suitable for rendering textual, graphic, and/or iconic
information in a format viewable by the operator. Non-limiting
examples of such displays include various cathode ray tube (CRT)
displays, and various flat panel displays such as various types of
LCD (liquid crystal display) and TFT (thin film transistor)
displays. The display 102 may additionally be implemented as a
panel mounted display, a HUD (head-up display) projection, or any
one of numerous known technologies. It is additionally noted that
the display 102 may be configured as any one of numerous types of
aircraft flight deck displays. For example, it may be configured as
a multi-function display, a horizontal situation indicator, or a
vertical situation indicator. In the depicted embodiment, however,
the display 102 is configured as a primary flight display
(PFD).
[0035] In operation, the display device 102 is also configured to
process the current flight status data for the host aircraft. In
this regard, the sources of flight status data generate, measure,
and/or provide different types of data related to the operational
status of the host aircraft, the environment in which the host
aircraft is operating, flight parameters, and the like. In
practice, the sources of flight status data may be realized using
line replaceable units (LRUs), transducers, accelerometers,
instruments, sensors, and other known devices. The data provided by
the sources of flight status data may include, without limitation:
airspeed data; groundspeed data; altitude data; attitude data,
including pitch data and roll data; yaw data; geographic position
data, such as GPS data; time/date information; heading information;
weather information; flight path data; track data; radar altitude
data; geometric altitude data; wind speed data; wind direction
data; etc. The display system 102 is suitably designed to process
data obtained from the sources of flight status data in the manner
described in more detail herein. In particular, the display device
102 can use the flight status data of the host aircraft when
rendering the display.
[0036] It should be appreciated that although FIG. 1 shows the
display device 102 and user interface 110 within the aircraft 108,
in practice, either or both may be located outside the aircraft 108
(e.g., on the ground as part of an air traffic control center or
another command center) and communicatively coupled to the flight
management system 106 over a data link. For example, the display
device 102 and/or user interface 110 may communicate with the
flight management system 106 using a radio communication system or
another data link system, such as a controller pilot data link
(CPDL).
[0037] In an exemplary embodiment, the navigation system 104 is
configured to obtain one or more navigational parameters associated
with operation of the aircraft 108. The navigation system 104 may
be realized as a global positioning system (GPS), inertial
reference system (IRS), or a radio-based navigation system (e.g.,
VHF omni-directional radio range (VOR) or long range aid to
navigation (LORAN)), and may include one or more sensors suitably
configured to support operation of the navigation system 104, as
will be appreciated in the art. In this regard, navigation system
104 may communicate with one or more navigational aids, as will be
understood. In an exemplary embodiment, the navigation system 104
is capable of obtaining and/or determining the current location of
the aircraft 108 (e.g, the latitude and longitude) and the heading
of the aircraft 108 (i.e., the direction the aircraft is traveling
in relative to some reference) and providing these navigational
parameters to the flight management system 106.
[0038] In an exemplary embodiment, the flight management system 106
(or, alternatively, a flight management computer) is located
onboard the aircraft 108. Although FIG. 1 is a simplified
representation of display system 100, in practice, the flight
management system 106 may be coupled to one or more additional
modules or components as necessary to support navigation, flight
planning, and other aircraft control functions in a conventional
manner. In an exemplary embodiment, the flight management system
106 is configured to obtain and/or determine the instantaneous
altitude of the aircraft 108. In addition, the flight management
system 106 may include or otherwise access a terrain database or
other navigational information for rendering a navigational map on
the display device 102, as described below. The navigational map
may be based on one or more sectional charts, topographic maps,
digital maps, or any other suitable commercial or military database
or map, as will be appreciated in the art.
[0039] In an exemplary embodiment, the flight management system 106
accesses or includes a database 112 that contains designated
minimum safe altitude and maximum safe distance information for a
plurality of known procedure turns. The navigational reference
points may comprise navigational aids, such as VHF omni-directional
ranges (VORs), distance measuring equipment (DMEs), tactical air
navigation aids (TACANs), and combinations thereof (e.g., VORTACs).
As used herein, "navigational reference point" and variants thereof
should also be understood as encompassing position fixes, such as
initial approach fixes (IAFs), final approach fixes (FAFs) and
other navigational reference points used in area navigation (RNAV).
In an exemplary embodiment, the navigational reference points are
located near a landing location (e.g., an airport). In this regard,
the landing location and/or navigational reference point may have
one or more associated approaches, wherein the designated minimum
safe altitude may be displayed on a published chart or approach
plate for the navigational reference point. In an exemplary
embodiment, for each navigational reference point, the database 112
maintains information regarding a procedure turn associated with
the navigational reference point, along with a designated minimum
safe altitude and designated maximum distance for each procedure
turn. For example, the database 112 may maintain, for each
procedure turn, one or more bearings which define the angular
boundaries of the sector, a distance or radius which defines the
radial extent of the sector from the navigational reference point,
and a designated minimum safe altitude for the sector.
[0040] Referring now to FIG. 2, and with continued reference to
FIG. 1, the flight management system 106 is configured to control
the rendering of a navigational map 200 graphically displayed on
the display device 102. The flight management system may also be
configured to render a graphical representation of the aircraft 202
on the map 200, which may be overlaid or rendered on top of a
background 204. The background 204 may be a graphical
representation of the terrain, topology, or other suitable items or
points of interest 205 within a given distance of the aircraft 202,
which may be maintained by the flight management system 106 in a
terrain database or navigational database, as will be understood.
As described in greater detail below, the flight management system
106 may also render a graphical representation of an identified
navigational reference point 206 along with a procedure turn symbol
208 associated with the identified navigational reference point 206
and the radial 222 from navigation aid 216 overlying the background
204. In an exemplary embodiment, the navigational reference point
206 is located proximate a landing location 207 (e.g., airport,
runway, landing strip) having an approach path 210 and may be
defined, for example, by radials 212, 214 from navigational aids
216, 218, respectively. The flight management system 106 may be
configured to render or display a graphical representation of the
landing location 207 and the associated approach path 210 on the
navigational map 200, as will be understood.
[0041] Although FIG. 2 depicts a top view (e.g., from above the
aircraft 202) of the navigational map 200, in practice, alternative
embodiments may utilize various perspective views, such as side
views, three-dimensional views (e.g., a three-dimensional synthetic
vision display), angular or skewed views, and the like. Further, in
some embodiments, the aircraft 202 preferably is shown as traveling
across the map 200, typically referred to as a moving map, as
opposed to being located at a fixed position on the map 200, and
FIG. 2 does not limit the scope of the subject matter in any
way.
[0042] In an exemplary embodiment, the map 200 is associated with
the movement of the aircraft, and the background 204 refreshes or
updates as the aircraft travels, such that the graphical
representation of the aircraft 202 is positioned over the
background 204 in a manner that accurately reflects the
instantaneous (or substantially real-time) real-world positioning
of the aircraft 202 relative to the earth. In accordance with one
embodiment, the map 200 is updated or refreshed such that it is
centered on and/or aligned with the aircraft 202. Although the
navigational map 200 shown in FIG. 2 is oriented north-up (i.e.,
moving upward on the map 200 corresponds to traveling northward),
as described below, in other embodiments, the navigational map 200
may be oriented track-up or heading-up, i.e., aligned such that the
aircraft 202 is always traveling in an upward direction and the
background 204 adjusted accordingly.
[0043] Optionally, a side view 230 may be displayed on the
navigational map 200, including the navigation reference point 206,
the landing location 207, the approach path 210, the lateral limit
(maximum safe distance) 220, and the minimum altitude 227 (2300
feet in this embodiment). The intended path of the aircraft is
represented by lines 220, 221.
[0044] Referring now to FIGS. 3-6, in exemplary embodiments, a
display system 100 may be configured to perform a procedure turn
display process 300, 600 and additional tasks, functions, and
operations described below. The various tasks may be performed by
software, hardware, firmware, or any combination thereof. For
illustrative purposes, the following description may refer to
elements mentioned above in connection with FIG. 1 and FIG. 2. In
practice, the tasks, functions, and operations may be performed by
different elements of the described system, such as the display
device 102, the navigation system 104, the flight management system
106, the user interface 110, or the database 112. It should be
appreciated that any number of additional or alternative tasks may
be included, and may be incorporated into a more comprehensive
procedure or process having additional functionality not described
in detail herein. Moreover, one or more of the tasks shown in FIGS.
3 and 6 could be omitted from an embodiment of the process 300, 600
as long as the intended overall functionality remains intact.
[0045] Referring again to FIGS. 3 and 6, and with continued
reference to FIG. 1 and FIG. 2, a procedure turn display process
300, 600 may be performed to indicate whether an aircraft is below
the minimum safe altitude and within a maximum distance for a
procedure turn associated with a navigational reference point. In
an exemplary embodiment, the procedure turn display process 300,
600 may initialize by identifying 302, 602 a navigational reference
point. In accordance with one embodiment, the navigational
reference point may be identified by a user (e.g., a pilot or air
traffic controller). For example, the user may designate or select
a destination airport and/or landing location via user interface
110. In an exemplary embodiment, the airport and/or landing
location has a designated IFR approach procedure which includes a
procedure turn. In response to the user input, the flight
management system may identify a navigational reference point
associated with the identified airport and/or landing location,
which is used to define a procedure turn proximate the airport
and/or landing location. Alternatively, the flight management
system may automatically identify a navigational reference point.
For example, the flight management system may identify the
navigational reference point based on an airport and/or landing
location previously entered into a flight plan. Alternatively, the
flight management system may access a database (e.g., database 112)
and determine the navigational reference point that is nearest the
current location of the aircraft.
[0046] Referring now to FIG. 2, with continued reference to FIG. 1,
FIG. 3, and FIG. 6, by way of example, the flight management system
106 may identify a navigational reference point 206 as the
identified navigational reference point. After identifying the
navigational reference point 206, the flight management system 106
obtains the relevant data (minimum altitude, maximum distance,
direction of turn, area for aircraft operation during execution of
the procedure turn) associated with the navigational reference
point 206. The minimum altitude criterion may be determined based
on the real-world terrain and/or obstacles within the geographical
area in the vicinity of the procedure turn 208 and adjusted to
incorporate a safety buffer, which may be prescribed, for example,
by regulations set forth by a governmental and/or regulatory body
or airline company/operator.
[0047] In the exemplary embodiments, the procedure turn display
process 300, 600 continues by displaying 304. 604 a graphical
representation of the current aircraft location, a procedure turn
symbol 208 associated with the identified navigational reference
point 206, the minimum altitude 227, and the maximum distance
225.
[0048] In the exemplary embodiment, the procedure turn 208 is
displayed overlying the terrain background 204 of the navigational
map 200. The procedure turn 208 may have an initial or default
display state (e.g., no visual effects, no obviously
distinguishable visible characteristics, or the like). Although
text conveying the respective minimum altitude 227 and maximum
distance 225 for the procedure turn 208 is displayed within the
procedure turns in FIG. 2, in alternative embodiments, the
respective minimum altitude and maximum distance may be displayed
outside the procedure turns or omitted entirely. In accordance with
the embodiment illustrated in FIG. 2, the procedure turn 208 is
preferably displayed in the center of the navigational map 200. As
shown in FIG. 2, the procedure turn 208 is aligned with the
navigational reference point 214 in a manner proximate to the
navigational reference point 206. For example, as shown in FIG. 2,
a graphical representation of the aircraft 216 is displayed within
the geographic area 223 at a location that correlates with the
real-world location of the aircraft 202 relative to the
navigational reference point 206. In an exemplary embodiment, the
aircraft 216 is displayed and/or positioned such that it reflects
the instantaneous heading of the aircraft. Furthermore, while the
procedure turn 208 is shown as a "tear drop", it may take any one
of a number of graphical representations, including a commonly used
"barb" (not shown).
[0049] Referring now to FIG. 3 and FIG. 6, with continued reference
to FIG. 1 and FIG. 2, the procedure turn process 300, 600 may be
configured to operate in a north-up mode or a track-up mode. FIG. 2
depicts the navigational map 200 in north-up mode, although the
navigational map 200 could be depicted in a in track-up mode. As
shown in FIG. 2, in north-up mode, the procedure turn 208 is
oriented such that the upward direction corresponds to North. The
aircraft 216 is oriented in a manner that reflects the current
heading of the aircraft relative to North.
[0050] In the exemplary embodiment of FIG. 3, the procedure turn
display process 300 continues by comparing 306 the current altitude
of the aircraft 202 to the minimum altitude value 227 for the
identified procedure turn 208. If the current altitude of the
aircraft is below the minimum altitude criterion, the altitude
sector display process 300 provides an alert 308 by displaying the
procedure turn using a first visually distinguishing characteristic
which is chosen to indicate that the aircraft is below the
designated altitude level for the identified sector. FIG. 4
illustrates the geographic area 402 as being cross-hatched,
although the visually distinguishable characteristic may be
realized by using one more of the following: color, hue, tint,
brightness, graphically depicted texture or pattern, contrast,
transparency, opacity, animation (e.g., strobing, flickering or
flashing), and/or other graphical effects. In a preferred
embodiment, the geographic area 402 would comprise a color, for
example, amber. In the exemplary embodiments, the visually
distinguishable characteristic is used to highlight or focus the
user's attention on being below the minimum altitude. For example,
referring again to FIG. 4, if the aircraft is below 2300 feet, the
geographic area 402 may be displayed by shading and/or filling the
interior of the geographic area 402 using amber, yellow, or another
color designed to warn the pilot that the aircraft is below the
designated minimum safe altitude for the procedure turn. In other
embodiments, the interior of the geographic region 402 may be
displayed with another visually distinguishable characteristic
(brightness, contrast, tint, transparency, opacity) relative to the
remaining images displayed on the navigational map 200. Similarly,
the interior of geographic area 402 may be highlighted by using a
distinguishable animation or other graphical effects to alert the
user of noncompliance with the minimum altitude level.
Alternatively and for example, the visually distinguishable
characteristic may be applied to the outline of the identified
geographic region 402, text associated with the geographic region
402, or the image of the aircraft 202. In some embodiments, the
procedure turn display process 300 may also provide an audible
warning to inform the pilot that the aircraft is below the
designated minimum safe altitude for the procedure turn.
[0051] In a like manner, the procedure turn display process 300
continues by comparing 310 the current altitude of the aircraft 202
to the maximum distance value 225 for the identified procedure turn
208. If the current distance of the aircraft 202 is greater than
the maximum distance value 225 criterion, the procedure turn
display process 300 provides an alert 312 by displaying the
procedure turn using a first visually distinguishing characteristic
which is chosen to indicate that the aircraft is beyond the
designated distance for the identified procedure turn. The visually
distinguishable characteristic indicating the current distance is
beyond the maximum distance may be as described for the visually
distinguishable characteristic as discussed above for step 308;
however, a first visually distinguishable characteristic preferably
would be used for going below the minimum altitude and a second
visually distinguishable characteristic would be used for going
beyond the maximum distance. For example, referring to FIG. 5, if
the aircraft exceeds the maximum distance, or violates lateral
boundaries 503, 505, the lateral boundaries 502, 503, 505 may be
displayed by shading and/or filling the interior of the lateral
boundaries 502, 503, 505 using amber, yellow, or another color
designed to warn the pilot that the aircraft is below the
designated minimum safe altitude or exceeding the lateral
boundaries 503, 505 for the procedure turn. In other embodiments,
the interior of the lateral boundaries 502, 503, 505 may be
displayed with another visually distinguishable characteristic
(brightness, contrast, tint, transparency, opacity) relative to the
remaining images displayed on the navigational map 200. Similarly,
the interior of lateral boundaries 502, 503, 505 may be highlighted
by using a distinguishable animation or other graphical effects to
alert the user of noncompliance with the minimum altitude level.
Alternatively and for example, the visually distinguishable
characteristic may be applied to the outline of the identified
lateral boundaries 502, 503, 505, text associated with the
geographic region 502, 503, 505, or the image of the aircraft 202.
In some embodiments, the procedure turn display process 300 may
also provide an audible warning to inform the pilot that the
aircraft is below the designated minimum safe altitude for the
procedure turn. Preferably, the inner radius 504 of the lateral
boundary 502 is representative of the maximum distance from the
navigational point 206 associated with the procedure tune 208.
[0052] It is again noted that first and second different alerts may
be used: the first alert for dropping below the minimum altitude,
and the second alert for exceeding the maximum distance.
[0053] In an exemplary embodiment, the loop defined by tasks 304,
306, 308, 310, 312 repeats as desired during operation of the
aircraft. For example, the procedure turn display process 300 may
continually refresh as long as the aircraft is executing the
procedure turn.
[0054] In a second exemplary embodiment of FIG. 6, the procedure
turn display process 600 continues by determining 606 whether the
current altitude of the aircraft 202 will decrease below the
minimum altitude value 227 for the identified procedure turn 208.
This determination 606 is made by an algorithm in consideration of,
for example, rate of descent (vertical speed in fps), time to
initiate recovery to level flight with, for example, a maximum 2.5
g pull-up, and crew reaction time. If the algorithm determines the
altitude of the aircraft will go below the minimum altitude
criterion, the altitude sector display process 600 provides an
alert 608 by displaying the procedure turn using a first visually
distinguishing characteristic which is chosen to indicate that the
aircraft is below the designated altitude level for the procedure
turn. The visually distinguishable characteristic indicating the
current distance will be going beyond the maximum distance may be
as described for the visually distinguishable characteristic as
discussed above for step 308. Likewise, in some embodiments, the
procedure turn display process 600 may also provide an audible
warning to inform the pilot that the aircraft will be going below
the designated minimum safe altitude for the procedure turn.
[0055] In a like manner, the procedure turn display process 600
continues by determining 610 whether the distance of the aircraft
202 will exceed the maximum distance value 225 for the identified
procedure turn 208 based on the current flying parameters. If the
distance of the aircraft 202 will exceed the maximum distance value
225 criterion, the procedure turn display process 600 provides an
alert 612 by displaying the procedure turn using a first visually
distinguishing characteristic which is chosen to indicate that the
aircraft is beyond the designated distance for the identified
procedure turn. The visually distinguishable characteristic
indicating the current distance is beyond the maximum distance may
be as described for the visually distinguishable characteristic as
discussed above for step 312. Likewise, in some embodiments, the
procedure turn display process 600 may also provide an audible
warning to inform the pilot that the aircraft is below the
designated minimum safe altitude for the procedure turn.
[0056] It should be noted that first and second different alerts
may be used: the first alert for determining that the aircraft will
go below the minimum altitude, and the second alert for determining
that the aircraft will exceed the maximum distance. Furthermore,
the alerts for "going below" and "will be going below" the minimum
altitude preferably may comprise two different types of alerts, and
the alerts for "exceeding" and "will be exceeding" the maximum
altitude preferably would comprise two different types of
alerts.
[0057] In an exemplary embodiment, the loop defined by tasks 604,
606, 608, 610, 612, 614, 616, 618, 620 repeats as desired during
operation of the aircraft. For example, the procedure turn display
process 600 may continually refresh as long as the aircraft is
executing the procedure turn.
[0058] To briefly summarize, the methods and systems described
above allow a user, such as a pilot or crew member, to quickly
identify and recognize whether an aircraft is flying below, or
going to fly below, a designated minimum safe altitude and whether
an aircraft is flying beyond, or going to fly beyond, a maximum
distance for a procedure turn. This information can quickly and
reliably be determined without the use of paper charts or the need
to manually orient the procedure turn based on the current heading
of the aircraft. The procedure turn may be displayed overlying the
navigational map, either in the main portion of the map or to the
side, and may be oriented as desired to provide greater situational
awareness to a user.
[0059] While at least one exemplary embodiment has been presented
in the foregoing detailed description, it should be appreciated
that a vast number of variations exist. It should also be
appreciated that the exemplary embodiment or exemplary embodiments
are only examples, and are not intended to limit the scope,
applicability, or configuration of the invention in any way.
Rather, the foregoing detailed description will provide those
skilled in the art with a convenient road map for implementing an
exemplary embodiment of the invention, it being understood that
various changes may be made in the function and arrangement of
elements described in an exemplary embodiment without departing
from the scope of the invention as set forth in the appended
claims.
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